Motor vehicle construction



May 21, 1940. RA. sou'us MOTOR VEHICLE CONSTRUCTION Filed larch 19, 19383 Shuts-Sheet 1 Q miQkuwZZob l i -ugmzn t .2 j

MQQYN MQUbQmQbEbSWN INVENTOR I W ATTORNEY May 21, 1940. H .--A. souus 57 moron vsaxcns cons'r nucnou Filed Harsh 19,- 1938 5 Sheets-Sheet 21:15 -iaaii l v7/ HmymiL/w v fli a ATTORNEY 21, H. A. souus 2,201,353

uoron vaamns ceus'mucw'x'ou Fi ed arch '19, 195$ a shuts-sheets I B; Y;INVEIgiR $44M ATTORNEY Patented May 21, 1940 PATENT OFFlCE 2.201.353moron vnnrom oous'raoorron Harold A. Sulllll,

Westiield, N. J.

Application March is, me, Serial No. new

Claims. (or its-s) This invention relates generally to motor-vehicleconstructions and is more particularly directed to the provision ofmeans for controlling and arresting relative angular horizontal mover,ment between a powered vehicle and one hauled vthereby, under the diversconditions that obtain in highway operation, as well as in .so-calledspotting of the hauled vehicle for loading or other purposes.

In my co-pending application, serial No. 149,132, filed June 19, 1937,of which this is a continuation in part, I have disclosed certain meansor mechanisms for controlling and arresting the relative angularhorizontal movement of a powered vehicle and a trailer coupled theretoby a flfth wheel, embodying a king-pin, operative in response to thefunctioning of the braking systems of the two vehicles, or independentlythereof and the present invention contemplates certain additionalfeatures of'construction designed for use in conjunction with myaforesaid means or mechanisms toincrease the factor of safety in theoperation of hauled and hauling motorvehicles along the highway and intheir handling generally.

As is well known, in the operation of a powered and a hauled vehicleupon the highways, there is an ever-present hazard of the two vehiclesjack-kniflng or moving angularly toward each 80 other, when the brakesare applied or when the hauled vehicle overrides the hauling vehicle, byexerting forward directional movement against the king-pin or connectionbetween the two, as

when they may be traversing a slippery road suras face, or otherwise, ordescending a hill. In suchjack-knifing movement, the powered vehicleskids in one direction while the hauled vehicle simultaneously skids inthe opposite direction, until they come together with more or lessresultin 40 damage thereto and possible injury to the operating crew aswell as to other vehicles on the road. Y

This so-called jack from instability ofthe powered and hauled vehiclesin motion. It is a general principle of stability of motion that if thepoint of application of the driving force is located ahead of the pointor points where the resistance to motion is encountered, the motion isstable, or the moving I body is in a state of stable equilibrium. On theother hand, when the point of application of the propelling force islocated behind the point or points where the resistance to motion ismet, then the motion is inherently unstable, unless the moving body orvehicle is positively guided.

, 'vehicles and virtually kniflng naturally results a powered vehicleand a hauled so-called trailer, or semi-trailer,

Therefore, when the powered vehicle and the hauled vehicle are operatedover a slippery road surface, and the brakes are applied, those of thepowered vehicle willexert a greater retarding 'effort than the hauledvehicle brakes and the inertia of the latter vehicle will tend to skidthe hauled vehicle wheels, causing Jack-kniflng. This skidding, is morethan likely to-occur with a suddenness to place it beyond the control ofthe operator of the powered vehicle, because of the In fact that thetires have no greater resistance to side movement than they have toforward motion. Whileit has been proposed to minimize lackkniflng byproviding. only the hauled vehicle with brakes, operated from thehauling vehicle, this 1 is impracticable for many reasons. For instance,excessive tire wear would result and of more importance, the brakingeflort would be inadequate for safety at higher speeds and especially ongrades. so As set forth in my aforesaid co-pending application, I haveprovided means operable ,inresponse to the functioning of the brakingsystems of the hauled and hauling vehicles to control and arrest therelative angular horizontal movement of the two vehicles, or operableindependently thereof for spotting the hauled vehicle or for otherpurposes, which includes what may be termed a'flfth wheel brake, suchconstruction as I may employ comprehending the use of such power as maybe utilized for functioning the vehicle braking systems effective inoperating the fifth wheel brake, under various conditions of service.While the invention of my said application attains all of the objectivestherein set forth in a practical and economical manner, I have foundthat I may further increase the factor of safety in the operation ofhauled andhauling eliminate jack-kniflng tendencies induced byconditions of operation that are'not a concomitant of braking effortapplied to arresting the forward or backward travel of the coupledvehicles, and that, normally, are beyond the control of the operator ofthe powered vehicle.

Therefore, it is the general object of this invention to provide meansfor eliminating jackkniflng or relative angular horizonal movement ofvehicle, as a under various operating conditions, as when the train istraveling along a slippery road surface, or descending a grade, or forone reason or another the inertia of the trailing vehicle causes it tooverride the towing vehicle. I I 5 A further object of this invention isto provide a means or mechanism for eliminating or preventing relativeangular horizontal movement of a towing vehicle and a hauled vehicle,under divers service conditions, which otherwise might result when thecoupled vehicles are not under the restraint of braking effort,initiated in the powered vehicle, or elsewhere in the train.

Another object of my invention is to provide a means to control andarrest relative angular horizontal movement of a hauled and a haulingvehicle about the axis of their connection which will automaticallyrespond to the inertia of the hauled vehicle, in the operation of thetrain upon the highway, braking effort to the vehicles from the poweredvehicle, the said means being capable of being rendered non-effectivefor spotting of the hauled vehicle, or other purposes.

It is also an important object of my invention to provide a means ormechanism for controlling and arresting the relative angular horizontalmovement of. a hauled and hauling vehicle about their axio ofconnection, adapted to function in response to the inertia of the hauledvehicle,

- which'may be utilized in conjunction with a fifththe fifth-wheel brakewheel braking mechanism connected to the braking systems of the vehiclesor may constitute the sole means for controlling movement on the axis ofthe fifth wheel.

Other objects and advantages flowing from the practicing of my inventionwill doubtless present themselves as the description proceeds and Iwould have it understood that I reserve unto myself all rights to thefull range of equivalents, both in structure and in avenues of use; towhich I may be entitled under my invention in its broadest aspect.

For the purposes of this disclosure, I have elected to present myinvention as it may be employed in conjunction with a fifth-wheel brakeof the general characteristics of that shown in my aforesaid co-pendingap'plication and amore or less conventional layout of the vehiclebraking systems, utilizing compressed air, that are emof my inventionwhich may take other forms than that herein shown and, as before stated,may

constitute the sole means for retarding and arresting relative angularhorizontal movement between coupled vehicles, as described, or may beused in conjunction with other types of braking systems, whether of thehydraulic, electrical, vacuum or other type.

In the accompanying drawings, trated a preferred embodiment of myinvention, which, however, may take other forms to meet variousrequirements of production and use.-

In the drawings:

Figure 1 is a schematic diagram of a conventional air braking system,illustrating the connections for the application of the compressed airused in the system to the vehicle brakes and to the fifth-wheel brake;also the means whereby and the hauled vehicle brakes are functioned, inresponse to the inertia of the hauled vehicle.

Figure 2 is a plan view of the so-called lower fifth-wheel, showing theassembly mounted on the pick-upplate and the powered vehicle frame.

Figure 3 is a side elevation of Figure 2, illustrating the lowerfifth-wheel coupled to the upper irrespective of the application of .Ihave illus 3 which is driven directly from the engine shaft or from oneof the auxiliary shafts of the towing vehicle, and provides the air foroperating the braking systems, a governor 2 serving to regulate thepressure in the reservoir or tank 4 between minimum and maximumsettings. In operation, the governor 2 functions through pipe 3 tounload the compressor discharge valves when to pounds pressure isreached in the reservoir or tank. As will be noted, the compressor isconnected through pipe 5 to the aforesaid reservoir or tank 4, while thelatter is connected by the pipe 6' to thegovernor 2, the gauge 1 in thelatter pipe indicating the pressure in the reservoir or tankl A safetyvalve 8 connected between the reservoir 4 and the pipe 6 providesagainstex-- cessive pressure in the reservoir.

A valve 9 controls the brake operation,by directing the how of air fromthe reservoir or tank 4 to the brake chambers I 0 in the application ofthebrakes and from the latter chambers to the atmosphere in thereleasing of the brakes, this valve being connected tothe reservoir ortank by the pipe 26, the air, in the-application of the brakes passingfrom the valve through the pipes l I to said chambers levers (not shown)for operating the brakes; In other words, the so-called power chambersl0, one for each wheel, convert the stored energy (the-compressed air)into mechanical effort to apply the brakes. I

A pipe 12 connects the aforesaid valve 9 to the service line connectionl3, through a suitable check valve i8, while pipe l4 connects the hauledvehicle emergency line IE to the reservoir 4, suitable cut-out l6 beingprovided between the connection i3 and the coupling II. An emergencyline couplingl 1' through the cut-out I 6" communicates with the pipe l5at one end and at the other is connected to the pipe I 9 which leadsII), which function the usual to the relay-emergency valve 20 at theemergency line inlet while the pipe 2| leads from the aforesaid couplingl! to said valve 20. This valve 20, as will be noted, communicates withthe reservoir 22 through the pipe 23 and, through with the hauledvehicle brake chambers 25.

Now, when the valve 9 is opened, air fiows from the reservoir 4, throughthe pipe 26, past the valve to enter pipe l2 and issue into pipe itafter passing through the check-valve [8. From pipe l3, it continuesthrough the coupling l1 into pipe 2| to the relay-emergency valve 20 andthen through the line 24 to the hauled vehicle brake or power chambers25, where a connecting rod 21 pivoted to the brake cam lever 28functions to actuate the latter to turn the brake cam to expand thebrake shoes against the drums of the hauled vehicle braking system. Whenthevalve 9 is closed, the air in the power chambers 25 is releasedthrough an exhaust port automatically opened to the line by the closureof the valve aforesaid.

Simultaneously with the opening of the valve 9, as just described, forfunctioning the. vehicle the pipe 24,

' 20, connected to the aaoasoa 3| to the fifth-wheel power chamber 32 toactu-- ate the connecting rod 33 and rock the lever 34 and rotate thecam 88 to urge the brake shoes 11 into engagement with the drum of thefifth-wheel braking system, it being obvious, that the air is releasedthrough the connections with the chamber 32 by theclosing of the valve9, in the manner heretofore described.

Concurrently with the operation of the hauled vehicle brakes and thefunctioning of the fifthwheel braking mechanism, ing vehicle, ofcourse,'are energized, the air passing from the valve 9 to the pipesinto the chambers II] to actuate the piston rods l8 which haveappropriate lever connections with the cams which urge with the drums ofthe systems, as described with reference to the hauled vehicle, thevalve 9 being actuatable through the medium of the pedal 39 and the rod38 connecting it to 'the lever 31 on said valve housing.

As will be observed, the relay-emergency valve I tank or reservoir 4, asheretofore described, is provided to relay brake action from the poweredvehicle and permit an auto-. matic brake application in case ofso-called brake-in-two between the powered vehicle and the hauledvehicle.

For the actuation of the fifth-wheel brake in conjunction with theforward movement of the king pin of the fifth-wheel assembly, indicatedat 41, I provide a pipe 42, leading from the reservoir 4 to thehand-actuatable valve 43, which communicates with the operating valve45, through the pipe 44. The valve 45 may be of the plunger type, oneend of the bell-crank lever 45 hearing thereon to depress and open thevalve, as the lever is rocked on its fulcrum in the bracket 5| inresponse to the forward movement of the king pin abutting upon theperpendicular portion 48 of said lever, as the hauled vehicle overridesthe towing vehicle. An adjustment screw 59, mounted in a member carriedon the bracket 5| is pro vided to take up lost motion. between the bellcrank lever ends and insure virtuallyinstantaneous response of thebraking action on the fifthwheel tothe forward movement of the king pin.The king pin, of course, is carried by the hauled vehicle, while theaforesaid bracket 5| is a part of the assembly on the powered vehicle,this bracket and the valve 45 being mounted in fixed positions on thebase-plate 59.

As the valve 45 is opened by the rocking of the lever 45-48, the air inthe line between the reservoir 4 and the valve, as previously described,will fiow through pipe 52 intopipe 53,through the check valve l8 andpipe l3 to the cutoff valve l8 and thence through the coupling IT topipe 2| to the relay-emergency valve 20. From the latter, the air passesinto the pipes 24 to the power chambers 25 whereby the hauled vehiclebrakes are actuated as previously explained.

The closing of the valve 45, of course, allows the compressed air linesto be released into the atmosphere. With the opening of the valve 45, inthe application of the hauled vehicle brakes. the air passes from thepipe 52 into the pipe 55 and through the check valve 38 and pipe 3| tothe power chamber 32 which actuates the piston rod 33 to function thelever 34 and the cam 88 movable therewith to expand the brake shoes 11.

the fulcrum points 18 for enthe associated brake drums of which move ongagement with pipes 29 and the brakes of the towthe brake shoes intocontact the fifth-wheel brake, as heretofore set forth. The air isreleased from the power chamber 92, through the line, as the valve 45 isclosed.

The valve 38 allows compressed air to flow from pipe 29 to pipe 3| andfrom pipe 58 -to pipe 3| but does not afford communication between 55,while the check-valve I8 is adapted to connect pipe 53 to pipe l3 andpipe |2 to the latter, shutting ofi communication between pipes I2 and53. By providing the .valve 43,- the operator of the hauling vehicle maycut out the operation \of thefifth-wheel brake in response to theforward movement of the king pin 41 to rock the lever 45-48 and actuatethe valve 45, so that the braking system of the hauled vehicle alonewill function when the hauled vehicle overrides the towing vehicle, orhe may condition only operation, as theking pin moves forward withrelation to the powered vehicle supporting means, depending upon therequirements of the particular service in which the vehicles are at theinstant engaged. Normally, of course, that is inroad service, the valve43 would be actuated to the position to allow the compressed air'to passthrough pipes 42 and 44 to the valve 45 so that the air will enter thebrake power chambers hauled vehicle. and forms what is termed the"attached to said upper fifth wheel. A block 59 is plate 58 and isadapted to slide in the slot 58 of the fifth wheel member 5| andprevents relative rotative motion of the parts 58 and 5| when they arecoupled by means of the lock 52 engaging the king pin 41. This lock isheld in locking position by means of the latching lever 83, notched at54 to engage a projection 55 on the fifth wheel member 8|, the lockbeing fulcrumed on the pin 55. The latching lever 53 is adapted to bedisengaged from the projection 55, in opposition to its spring 58, thismovement effecting the disconnection ber 52 from the king pin seen fromFigure 3.

The aforesaid fifth-wheel member 5| is fulcrumed and held inassociationwith the base member 59, as at 18, and is mounted for rotative movementon the supporting member 1|, the latter carrying an annulus 12 whichprojects into a peripheral-slot or groove with the base member 59 torestrain it against vertical movement, as shown in Figure 4. As will beevident, the supporting member 1| is rigid with the frame of the haulingvehicle, being fixed thereto by the plate 14 bolted or otherwisefastened to said member and the frame 13.

A brake drum is carried by the fifth-wheel of the locking mem- 41, asmaybe clearly 'member 59 for movement therewith, while the brake shoes 11are fulcrumed at 18 to the backing plate 11 rigid with the supportingmember 1|. The cam 80, carried by the shaft 82 mounted in suitablebearings associated with the backing the fifth-wheel brake for 25 andthe fifth-wheel power chamber 32, as the her BI and the king pin lockedthereto, will be retarded in proportion to the pressure applied to thebrake shoes.

The valve 45 is fixed to the fifth wheel member 69 by the bracket I00,while the arms 45 and 48 constituting the bell-crank lever forfunctioning said valve are carried by the shaft II, the arm v8 beingloosely mounted thereon,- for relative adjustment to the king pin, asheretofore pointed out, through the medium of the set screw 50 and theadjusting lever I05, fixed to said shaft I01, which carries theadjusting screw.

While I have described my invention more or less specifically withreference to the embodiment shown, it will be manifest that variouschanges in the details of construction and in the arrangement orassembly of the cooperating parts may be made to meet various productionand operating requirements, as well as to comply with State regulationswith respect to the operation of motor vehicles within theirrespectiveterritories, in attaining the objectives of my invention as heretoforeset forth and. without departing from the spirit and scope thereof, asdefined by the appended claims.

I claim:

1. In combinationwith a tractor and a trailer respectively embodyingrelatively rotatable elements constituting a fifth wheel assembly, abraking system for retarding and arresting the movement of said vehiclesand means associated with said fifth wheel assembly adapted to controlthe relative horizontal angular movement of the two vehicles on the axisof said assembly, solely in response to the inertia of the trailer.

2. In a highway train, comprising a towing vehicle and a hauled vehicle,a resilient pivotal connection between said vehicles and meansassociated with said connection to resist pivotal movement of the twovehicles about the axis of said connection, in response to the yieldingof the coupling in the direction of travel of the vehicles.

3. The combination with a fifth wheel assem bly for connecting a hauledvehicle to a towing vehicle, of means for controlling the relativehorizontal angular movement of the two vehicles on the axis of saidassembly solely in response to a predetermined radial movement of saidaxis.

4. The combination with a fifth-wheel assembly for connecting a hauledvehicle to a towing vehicle, of means for controlling the relativehorizontal angular movement of the two vehicles on the axis of saidassembly, solely in response to a predetermined radial movement of saidaxis, and means for rendering said controlling means non-effective.

5. A fifth wheel construction for coupling a towing vehicle to one to betowed, including means for controlling the relative horizontal angularmovement of the vehicles connected by such construction, in response toa forward shifting of the axis of movement of the fifth wheelconstruction and means between said controlling means and the axis ofmovement of the fifth wheel construction adjustable to compensate forvariations in the degree of the shifting movement required to functionsaid controlling means.

6. The combination with a fifth wheel assembly, including a kingpin,means associated with said assembly to retard and arrest relativerotative movement of the components of said assembly and means adaptedto function said retarding and arresting means in response to a movementof said king pin in a direction radially of the path of normal rotativemovement of the assembly components.

7. The combination with a self-propelled towing vehicle and a towedvehicle, a braking system for said vehicles, means for coupling saidvehicles, said means including a fifth wheel assembly, a braking systemfor controlling the relative rotative movements of the components of thefifth wheel assembly, connections between the vehicle braking system andthe fifth wheel braking system for operating both in unison and meanssolely responsive to the overriding of the towing vehicle by the towedvehicle for functioning said fifth wheel assembly braking system, saidlatter means being optionally operable in conjunction with the brakingsystem of a vehicle or independently of such braking system. 8. A meansfor retarding relative horizontal angular movement between a hauledvehicle and a. towing vehicle, including a fifth wheel assembly betweenthe hauled and towing vehicles, embodying relatively rotatablesupporting and supported components, braking mechanism associated withsaid fifth wheel assembly adapted to retard and arrest the relativerotative movement of said components and means for rendering saidmechanism effective in response to a radial movement of the supportedcomponents of said assembly, relatively to the supporting componentsthereof.

9. In combination witha towing vehicle and a hauled vehicle respectivelyembodying relatively rotatable elements constituting a fifth wheelassembly, of means operable by increased speed of the hauled vehiclerelative to the towing vehicle to resist relative rotatable movement ofthe elements of the fifth wheel assembly.

10. In combination with a towing vehicle and a hauled vehiclerespectively embodying relatively rotatable elements constituting afifth wheel assembly, a braking system for retarding and arresting themovement of said vehicles, and means operable by increased speed of thehauled vehicle relative to the towing vehicle to operate the brakingsystem of the vehicles and to resist relative rotatable movement of theelements of the fifth wheel assembly.

HAROLD A. SOULIS.

